schneider



. H. SCHNEIDER. VEHICLE, MORE PARTICULARLY A LOCOMOTIVE WITH comsusnowENGINE AND LIQUID DRIVING GEAR.

APPLICATION FILED JUNE 4, 920' RENEWED JUNE 27,1921- I V a n l ggg- 5guPatented Aug 3%, 1921a '3 SHEETSSHEET l- A fadaewca'cm H. SCHNEIDER.

VEHICLE, MORE PARTICULARLY A LOCOMOTIVEWIIH COMBUSTION ENGINE AND LIQUIDDRIVING GEAR.

APPLICATION FILED JUNE 4,1920. RENEWED JUNE 27,.I92I.

3 SHEETS-SHEET 2.

ELI/91034 07 e 1 S M'.

H. SCHNEIDER.

VEHICLE, MORE PARTICULARLY A LOCOMOTIVE WITH COMBUSTION ENGINE ANDLIQUID DRIVING GEAR.

APPLICATION FILED JUNE 4,1920. RENEWED IUNE 27,1921.

3 5 2 Patented Aug. 30, 1921.

-s SHEETS-SHEET a.

' Fig.5;

UNITED STATES PATENT OFFICE.

HEINRICH SCHNEIDER, OF BADEN, SWITZERLAND.

VEHICLE, MORE PARTICULARLY A LOCOMQTIVE, WITH COMBUSTION-ENGINE ANDLIQUID DRIVING-GEAR.

specification of Letters Patent. Patented Aug. 30, 1921.

Application filed June 4, 1820, Serial No. 386,581. Renewed June 27,1921. Serial No. 480,906.

enmrsn man ran raovrsrons or THE ACT or nner: a, 1921, 41 arm. 1., ms.

To all-whom it may concern:

Be it known that I, HEINRICH SCHNEIDER, a citizen of the GermanRepublic, and residing at Baden, Switzerland, have invented certain newand useful Improvements in Vehicles, More Particularly a Locomotive,with Combustion-Engine and Liquid Driving-Gear, (for which I have filedan application in Germany, April 14th, 1919,) of which the following isa specification.

The present invention has reference to a vehicle, more particularl alocomotive, with combustion engine and iquid driving gear. Itis a wellknown fact that, in order to overcome the initial difficulties attendanton propelling a vehicle, more particularly on starting a locomotive bymeans of combustion power, detachable couplings or liquid driving-gearsare used. W on heavy work is to be done by a locomotive, the arrangement and plac ng of the engines and the liquid drivingears affording thenecessary number of revolutions and of an admissible weight is a taskwhich presents very great difiiculties, as is also the work oftransmitting force, from the motor to the drivingare empty gear and fromthe latter to the driving shafts.

The present invention relates to a vehicle, more particularly'alocomotive, with combustion-power engines and liquid drivinggear on thedriving-shaft, in which the propulsion system, consisting of motors, me-

chanical transmission appl ances and primary parts of the liquiddriving-gear 1s firmly embedded in the framework of the locomotive,whereby the secondary part of the gear,

scribed hereafter, as the principal motor can serve to fill the comressed .air chambers when the train is stan ing still and the gears thusavoiding the use of large compressed air chambers and large auxiliarycompressors necessary for direct pro ulsion.

Moreover a greater movability of t e driving-shafts is obtained bysimple means whereas hitherto steam and especially electric locomotiveshave alawys had to be equipped with very expensive and very complicatedconstructions.

By means of the above described arrangement of the liquid driving-gearsthe whole of the space above the platform can be kept free for thecombustion-power engines, auxiliary appliances and for the service ofthe locomotive.

As the primary shafts are firmly embedded, a rigid propulsion systembetween the motor, frames and primary shafts is obtained and as there isan elastic connection only between the driving-wheels and the motor andthe frames, the shock coming motor can work by itself with the gearsbelonging to it and the other motors can stand still with their gears emty.

Moreover, for examp e, when running down hill, the gear can be used as abrake; in such a case the motor is stopped or is used for filling thecompressed air chamber.

Furthermore the gear permitsof reversing the combustion engine while thetrain is going forward.

The present invention can also be used for starting only; in this casethe liquid drivinggear only works at the start, the and secondary partsof the gear bemg coupled together by means of any device, as soon as acertain degree of speed is obtained.

It goes without saying that the parts of the gear can be constructed inany way, together vwith the driving-wheels or the wheel rims.

My invention will be best understood, when described in connection withthe accompanying drawings in which Figure 1,

primary Fig. 2 and Fig. 3 represent sections through the driving-shaftand liquid driving-gear of three examples of execution.

struction shown in Fig. 1 the motor-shaft transmits by means ofappliances (not shown in the drawing) for example coupling rods, toothedwheels, etc., the work done by the motor to the primary axle 1 which isfirmly embedded in the frames R, B. On this primary axle 1 are placedthe primary parts of the liquid driving-gear 2, 2. The secondary partsof the driving-gear 1, 1 are placed on the secondary shafts 3, 3, whicharefitted up as hollow shafts, together with the driver wheels 3", 3'.The secondary shafts are embedded in the frames R, R and rest uponsprings. Movable stufiing boxes situated between the primary andsecondary shafts prevent the liquid from escaping. The liquid is broughtand carried off by the primary and secondary'shafts.

The driving gear shown in the drawings, consists of two blade-wheels,the driving wheel portions 2, 2, of which act in operation as pumps.while the driven wheel portions 4, 4, act as turbines; The respectivewheel portions are not in contact, and the transmissio of powertherethrough results solely through the flow of the liquid. The wheelportions may be provided with radial blades.

The invention is not concerned with a particular construction of liquiddriving gear, but more particularly with .the arrangement of such gearon the driving shafts and the arrangement of such gear with the rest ofthe combustion engine locomotive driving parts.

According to the second example of construction shown in Fig. 2 arigidly fixed shaft 6 transmits the work done by the motor to the liquiddriving-gear by means of the toothed wheel 7 The secondary part 8 of theliquid driving-gear is built together with the driving-shaft 9, uponwhich the driving-wheels 10, 10 are firmly fixed and is inclosed by thetwo-part primary art 11, 11' of the gear. The latter is embedded inbearings 12, 12 and is rigid in the frame 13, 13'; the part 11' has atoothed-rim 1a which is in contact with the toothed-wheel 7 and isdriven by the latter. The driving shaft 9 is embedded in bearings 15,15which are provided with springs, in the frame 13, 13". The liquiddriving-gear has clearance room on all sides and an arrangement ofstufiing boxes 16, 16 and 17, 17 with radial movements, so that a radialand axial displacement of the driving-shaft is made possame.

The following devices are arranged for the purpose of filling andemptying the dra ing-gear.

Liquid is brought to the driving-shaft 9 through the pipe 18 and thejoint and conducted into the hollow boss of the primary part through theaxial bore 20 and radial apertures 21 from whence it enters theworking-chamber through-openings 22. On the periphery of thegear-chamber there are arranged several pipes 23 which are fixedpreferably at even intervals over its circumference. These pipes extendintothe chamber 24 between the two stufling boxes 16' and 17'. If thedriving-gear is full, injected fresh water forces a part of the heatedgear-water through the pipes 23 the stufling box chamber 24, theapertures 25 and the axial bore 26 and then through the joint 27 and thepipe 28 intola collecting tank (not shown on the drawing).

The gear is emptied by means of compressed air, when the primary partsare turning. Like the liquid, the compressed sir air is induced throughpipe 18, enters the I working-chamber through the apertures22 and forcesthe water, which is impelled to" the periphery by reason of the turningmovement, through the pipe 23, chamber 24 and pipe 28 into a collectingtank.

It may also be seen from indications in the drawing that the shaft 6 andwheel 7 are at the same time employed to drive a second gear 29 withdriving-wheels 30, 30', which is arranged symmetrically to the liquiddriving gear described above.

ig. 3 shows a gear, of which the secondary part is fitted up as a hollowshaft serving as a bearing for the drivin -shaft upon which the primarypart is fixe The force of the motor (not shown in the drawing) istransmitted by gears31, 31' to the primary part 32, 32 fixed to thedrivingshaft 1. The secondary part 33, 33 forms a hollow shaft and isprovided with bearings 34 carrying the driving-shaft 1. The secondarypart 33, 33, carries brackets 35, 35' provided with bearings 36 servingas outer hearings to the shaft. The secondary art 33, 33 is carried bythe frame R, R. filling and emptying of the gear. is brought about inthe same manner as in the example of execution according to Fig. 2. V Inorder to prevent any leakage, stuffing boxes 37 are provided which aresupplied with chambers 38 taking up any leakage water, which throughopenings 39 can pass outside. The shaft 1 shows rings 10 slinging anyleakage water, which should reacli them, outside through the openings 41of the bracket.

The working-chambers, by means of which, at the same time the thrust isneutralized are provided, inorder to enable the gear be of the smallestpossible diameter nplest possible construction and to to the fullestextent the space hethe driving-wheels. One of these w g-cha-rnbers inthe example given in rawing consists of two blade-wheels, the primarypart works as a pump and the secondary part as a turbine. he axialandradial clearances between the two gearshafts can be allowed variationswithin the such variations exercising any perceptible influence on thedegree of efficiency obtained.

The method of employing the above described vehicle is thefollowing:

The starting of the motor of, say, an oildriven engine, takes place whenthe train is standing still, as in the case of a stationary motor. Ifthe driving-gear is empty when the start is made, it must be filled assoon as the motor has reached a certain number of revolutions. The gearcan be partially or wholly filled while the train is starting. Afterfilling the driving-gear, the motor is supplied with its largestquantity of fuel Y and the train is set in motion, as soon as thestarting moment has arrived. The maximum supply is retained until normalspeed is reached. At intermediary stations the motor can be allowed tocontinue to run with full or partially full or empty gear while thetrain is at rest; it does not require to be started afresh on eachoccasion. This reduces the consumption of starting-air to a minimum.

What I claim is;

1. In vehicles, more particularly in locomotives with combustion enginesand mechanical transmission means, a liquid driving-gear, comprising aprimary and a secondary part, mounted on the driving-shafts, one part atleast of said liquid driving gear fitted up as a hollow shaft, and meansfor filling and emptying the gear'through said hollow shaft.

2. In vehicles a liquid driving-gear, comprising rotating primary andsecondary parts, mounted on the driving shafts, the secondary partbuilt-together with the driving-shaft and one part surrounding theother.

3; In vehicles with combustion-engines and mechanical transmissionmeans, a liquid driving-gear mounted, on the driving-shaft, means forfilling and emptying the gear, the secondary part of said liquid gearbuilt together with the driving-wheels and fitted up as a hollow shaft.

4. In vehicles with combustion engines and mechanical transmission meansa liquid driving-gear, mounted on the driving-shaft, means for fillingand emptying the gear, the secondary part of said liquid gear builttogether with the driving-wheels and the primary part of the liquid gearfitted up as a hollow shaft..

5. In vehicles with combustion engines and mechanical transmission meansa li uid driving-gear, mounted on the driving-shaft, means for fillingand emptying the gear, the

secondary part of said liquid gear built together with thedriving-wheels and the primary shaft beinglodged in the secondary part.

6. In vehicles with combustion engines and mechanical transmission meansa liquid driving-gear, mounted on the driving-shaft, means for fillingand emptying the gear, the secondary part of said llquid gear builttogether with the driving-Wheels and the primary shaft being lodged inthe frame of the car.

7. In vehicles the feature, that the propulsion system, consisting ofcombustion engines mechanical transmitting means and primary part ofliquid driving-gear, mounted on the driving shaft, is firmly fixed tothe frame of the car, means for disposing movably and with play in alldirections of the secondar part of said liquid drivinggear, which 1sbuilt together with the driving-wheels and upon which the weight of thecar rest upon springs, means for filling the gear with liquid'and meansfor emptying the gear.

8. In vehicles, more particularly in locotives with combustion enginesand mechanical transmission means, a liquid drivinggear, comprising aprimary and a secondary part, mounted on the driving-shafts, one part atleast of said liquid driving-gear fitted up as a hollow shaft, and meansconsisting in a bore of the shaft for filling the working chambers ofthe gear with liquid and means for emptying the gear.

9. In vehicles, more particularly in locomotives with combustion enginesand mechanical transmission means, a liquid driving-gear, comprising aprimary and a secondary part, mounted on the driving-shafts, one part atleast of said liquid driving-gear fitted up as a hollow shaft, and meanscon sisting in a bore of the shaft for filling the working chambers ofthe gear with liquid and means for emptying the gear, comprising atleast one pipe connecting the periph ery of the working chamber and astufiing box chamber, adapted for the passage of water when beingpressed upon by compressed air.

10.In vehicles, with liquid driving-gear comprising rotating primary andsecondary

